Hybrid Transmission Device and Motor Vehicle

Abstract

A hybrid transmission device (3) includes at least one drive device (EM2) and a transmission (4) with a first transmission input shaft (12) and a second transmission input shaft (14) mounted on the first transmission input shaft (12). The at least one drive device (EM2) is arranged axially parallel and is connected to a gear-step gearwheel (16) arranged on the second transmission input shaft (14).

Claims

1-15: (canceled)

16. A hybrid transmission device (3), comprising: at least one drive device (EM2); a transmission (4) with a first transmission input shaft (12) and a second transmission input shaft (14) mounted on the first transmission input shaft (12), wherein the at least one drive device (EM2) is arranged axially parallel and is connected to a gear-step gearwheel (16) arranged on the second transmission input shaft (14).

17. The hybrid transmission device of claim 16, wherein: at least two gear-step gears (16, 18) of the transmission (4) are arranged on the second transmission input shaft (14); and wherein the one (16) of the at least two gear-step gears (16, 18) corresponding to a highest gear step (G3) of the transmission (4) is arranged on the second transmission input shaft (14) in an axial direction toward an outer side (46, 50) of the second transmission input shaft (14).

18. The hybrid transmission device of claim 16, further comprising a connecting clutch (K3) configured for connecting the first transmission input shaft (12) and the second transmission input shaft (14).

19. The hybrid transmission device of claim 16, wherein the first transmission input shaft (12) is connected or connectable without a clutch to a crankshaft (9).

20. The hybrid transmission device of claim 19, wherein the first transmission input shaft (12) is connected or connectable to the crankshaft (9) via a damper unit (10).

21. The hybrid transmission device of claim 16, wherein the second transmission input shaft (14) is exclusively connectable, on an input side, to the first transmission input shaft (12).

22. The hybrid transmission device of claim 16, wherein each of the at least one drive device (EM1, EM2) is associated with one or both of the first transmission input shaft (12) and the second transmission input shaft (14).

23. The hybrid transmission device of claim 16, further comprising precisely two two-sided engagement devices (S1, S2) configured for producing three internal-combustion-engine and/or electric gear steps (V1, V2, V3, E1, E2, E3).

24. The hybrid transmission device of claim 16, further comprising a differential (32) arranged in the axial direction at an engine-side end (21) of the first transmission input shaft (12).

25. The hybrid transmission device of claim 16, wherein the at least one drive device comprises a first drive device (EM1) and a second drive device (EM2) that are arranged axially parallel.

26. The hybrid transmission device of claim 16, further comprising at least one countershaft (34).

27. The hybrid transmission device of claim 26, further comprising at least one engagement device (S1, S2) arranged on one or both of the countershaft (34) and the first transmission input shaft (12).

28. The hybrid transmission device of claim 26, further comprising precisely one engagement device (S1, S2) arranged on one of the countershaft (34) and the first transmission input shaft (12).

29. The hybrid transmission device of claim 26, wherein precisely one fixed gear for forming a forward gear step (G2) is arranged on the countershaft (34).

30. The hybrid transmission device of claim 16, further comprising only one countershaft (34).

31. The hybrid transmission device of claim 30, further comprising precisely one engagement device (S1, S2) arranged on one of the countershaft (34) and the first transmission input shaft (12).

32. The hybrid transmission device of claim 30, wherein precisely one fixed gear for forming a forward gear step (G2) is arranged on the countershaft (34).

33. The hybrid transmission device claim 16, wherein the at least one drive device (EM2) is connected to a gear-step fixed gear.

34. The hybrid transmission device, further comprising two sub-transmissions (26, 28), wherein one of the sub-transmissions (26) has a single gear step (G2).

35. A motor vehicle (1), comprising the hybrid transmission device of claim 16.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0091] Further advantages, features, and details of the invention result from the following description of exemplary embodiments and figures, in which:

[0092] FIG. 1 shows a motor vehicle;

[0093] FIG. 2 shows a gear set scheme in a first example embodiment;

[0094] FIG. 3 shows a gear set scheme in a second example embodiment; and

[0095] FIG. 4 shows a hybrid transmission device in a side view.

DETAILED DESCRIPTION

[0096] Reference will now be made to embodiments of the invention, one or more examples of which are shown in the drawings. Each embodiment is provided by way of explanation of the invention, and not as a limitation of the invention. For example, features illustrated or described as part of one embodiment can be combined with another embodiment to yield still another embodiment. It is intended that the present invention include these and other modifications and variations to the embodiments described herein.

[0097] FIG. 1 shows a motor vehicle 1 with an internal combustion engine 2 and a hybrid transmission device 3. The hybrid transmission device 3 also includes, as described in greater detail further below, at least one electric motor and shift elements, and so the hybrid transmission device 3 can be installed as an assembly unit. This is not absolutely necessary, however. In principle, the hybrid transmission device 3 can form an assembly unit even without previously connected electric motors. A control device 4 is provided for the open-loop control of the hybrid transmission device 3. This can be part of the hybrid transmission device 3 or of the motor vehicle 1.

[0098] The hybrid drive train 5 can also include, in addition to the internal combustion engine 2 and the hybrid transmission device 3, at least one electric axle 6. The electric axle 6 is preferably the rear axle when the hybrid transmission device 3 is arranged as a front-mounted transverse transmission and drives the front axle 7, and vice versa.

[0099] FIG. 2 shows the hybrid transmission device 3 and, in particular, the gear change transmission 8, in the form of a gear set scheme. In the following, the hybrid transmission device 3 will be described starting from the internal combustion engine 2. The crankshaft 9 is connected to the first transmission input shaft 12 via a damper unit 10. The damper unit 10 can include a torsion damper and/or a damper, in particular a rotational speed-adaptive damper, and/or a slipping clutch. A second transmission input shaft 14 is mounted on the first transmission input shaft 12. Two fixed gears 16 and 18 are arranged on the second transmission input shaft 14. The fixed gear 16 is the fixed gear of the third gear step G3 and the fixed gear 18 is the fixed gear of the first gear step G1.

[0100] The second transmission input shaft 14 has two ends, namely one end 20 facing the outer side of the hybrid transmission device 3 and one end 22 facing the inner side of the hybrid transmission device 3. The first transmission input shaft 12 has an end 21 facing the engine and an end 23 facing away from the engine, wherein reference is made here to the position in comparison to the internal combustion engine 2.

[0101] An engagement device S1 with a clutch K3 and a gearshift clutch B mounted on the first transmission input shaft 12 follows. By the gearshift clutch B, an idler gear 24 can be rotationally fixed to the first transmission input shaft 12. The idler gear 24 is the idler gear of the second gear step G2.

[0102] The clutch K3 can connect the sub-transmissions 26 and 28. The sub-transmission 26 has a single even gear step, the gear step G2. The sub-transmission 28 has the odd gear steps G1 and G3.

[0103] The connecting gearwheel 30 follows on the first transmission input shaft 12. The task of the connecting gearwheel 30 is to connect the electric motor EM1 to the first transmission input shaft 12 and, thereby, to the transmission 8. The connecting gearwheel 20, therefore, is not a gear-step gearwheel.

[0104] The second transmission input shaft 14 is therefore designed to be shift element-free and idler gear-free. A single engagement device S1 is arranged on the first transmission input shaft 12. The engagement device S1 includes the clutch K3 and the gearshift clutch B and, therefore, is designed to be two-sided.

[0105] The axis of rotation of the first transmission input shaft 12 and of the second transmission input shaft 14 is labeled with A1.

[0106] The hybrid transmission device 3 includes a single countershaft 34 for connection to a differential 32 and to form the gear stages or gear steps. Arranged on the countershaft 34 is a single engagement device S2 with the gearshift clutches A and C for connecting the idler gears 36 and 38 to the countershaft 34. As the sole gear-implementing fixed gear, the fixed gear 40 is located on the countershaft 34. The assignment to the gear steps results on the basis of the gear step numbers G1 through G3 below the gearwheels arranged on the countershaft 34. The fixed gear 42 is not a gear-implementing fixed gear. The fixed gear 42 connects the countershaft 34 to the differential 32 as a drive output constant. On the basis of this scheme, the following can be determined with respect to the gear steps:

[0107] One fixed gear and one idler gear are associated with each gear step and, in fact, a single fixed gear and a single idler gear in each case. Each fixed gear and idler gear are always unambiguously associated with a single gear step, i.e., there are no winding-path gears by utilizing one gearwheel for multiple gear steps. Nevertheless, the gear steps G1 and G3 can be considered to be coupling gears, since the first transmission input shaft 12 is interconnected during the formation of the gear steps G1 and G3.

[0108] The electric motors EM1 and EM2 are connected as shown and, in fact, at the axially external gearwheels 16 and 30. In particular, due to the connection of the electric motors EM1 and EM2 at the axially outermost gearwheels 16 and 30, an axially extremely short hybrid transmission device 3 can be created.

[0109] The electric motors EM1 and EM2 are arranged in parallel to the transmission input shaft 12 and the electric motors EM1 and EM2 have outputs at opposite sides. This means, as shown in FIG. 2, the output and/or the output shaft 44 of the electric motor EM1 points toward the end 46 of the gear change transmission 8 facing away from the motor and the output shaft 48 of the electric motor EM2 points toward the end 50 of the gear change transmission 8 facing the motor. In FIG. 2, one end therefore points toward the left and one end points toward the right. The electric motors EM1 and EM2 are arranged partially overlapping in the axial direction. Due to the above-described arrangement of the shift elements S1 and S2 and the design of the reverse gear without a reversing gearwheel, a length of the hybrid transmission device 3 of slightly more than thirty centimeters (30 cm) is made possible.

[0110] FIG. 3 shows a modification of the configuration according to FIG. 2. The only difference is that the electric motor EM1 in the transmission is dispensed with. An electric power shiftability can then be achieved between the electric motor EM2 in the hybrid transmission device 3 and the electric axle 6.

[0111] FIG. 4 shows a side view of the transmission according to FIG. 2. The axes A4 and A5 of the electric motors EM1 and EM2 are arranged above and laterally with respect to the axis A1 of the first transmission input shaft 12 and also of the second transmission input shaft 14. The axis A2 of the countershaft 34 and the axis A3 of the differential 32 are advantageously situated below the axis A1 of the first transmission input shaft 12. The axes A4 and A5 are arranged symmetrically with respect to the axis A1 in such a way that the distance of the axes A4 and A5 to the axis A1 is identical and the angle with respect to the perpendicular 52 is also identical.

[0112] Modifications and variations can be made to the embodiments illustrated or described herein without departing from the scope and spirit of the invention as set forth in the appended claims. In the claims, reference characters corresponding to elements recited in the detailed description and the drawings may be recited. Such reference characters are enclosed within parentheses and are provided as an aid for reference to example embodiments described in the detailed description and the drawings. Such reference characters are provided for convenience only and have no effect on the scope of the claims. In particular, such reference characters are not intended to limit the claims to the particular example embodiments described in the detailed description and the drawings.

REFERENCE CHARACTERS

[0113] 1 motor vehicle [0114] 2 internal combustion engine [0115] 3 hybrid transmission device [0116] 4 control device [0117] 5 hybrid drive train [0118] 6 electric axle [0119] 7 front axle [0120] 8 gear change transmission [0121] 9 crankshaft [0122] 10 damper unit [0123] 12 first transmission input shaft [0124] 14 second transmission input shaft [0125] 16 fixed gear [0126] 18 fixed gear [0127] 20 end [0128] 21 end [0129] 22 end [0130] 23 end [0131] 24 idler gear [0132] 26 sub-transmission [0133] 30 sub-transmission [0134] 32 differential [0135] 34 countershaft [0136] 36 idler gear [0137] 38 idler gear [0138] 40 fixed gear [0139] 42 gearwheel [0140] 44 output shaft [0141] 46 end facing away from the motor [0142] 48 output shaft [0143] 50 end facing the motor [0144] 52 perpendicular [0145] K3 clutch [0146] S1 engagement device [0147] S2 engagement device [0148] A gearshift clutch [0149] B gearshift clutch [0150] C gearshift clutch [0151] EM1 electric motor [0152] EM2 electric motor [0153] A1 axis [0154] A2 axis [0155] A3 axis [0156] A4 axis [0157] A5 axis